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A Design of the Compression Chamber and Optimization of the Sealing of a Novel Rotary Internal Combustion Engine Using CFD

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A Design of the Compression Chamber and Optimization of the Sealing of a Novel Rotary Internal Combustion Engine Using CFD energies Article A Design of the Compression Chamber and Optimization of the Sealing of a Novel Rotary Internal Combustion Engine Using CFD Savvas Savvakis * , Dimitrios Mertzis , Elias Nassiopoulos and Zissis Samaras Department of Mechanical Engineering, Aristotle University of Thessaloniki, 541 24 Thessaloniki, Greece; [email protected] (D.M.); [email protected] (E.N.); [email protected] (Z.S.) * Correspondence: [email protected] Received: 29 March 2020; Accepted: 1 May 2020; Published: 9 May 2020 Abstract: The current paper investigates two particular features of a novel rotary split engine. This internal combustion engine incorporates a number of positive advantages in comparison to conventional reciprocating piston engines. As a split engine, it is characterized by a significant difference between the expansion and compression ratios, the former being higher. The processes are decoupled and take place simultaneously, in different chambers and on the different sides of the rotating pistons. Initially, a brief description of the engine’s structure and operating principle is provided. Next, the configuration of the compression chamber and the sealing system are examined. The numerical study is conducted using CFD simulation models, with the relevant assumptions and boundary conditions. Two parameters of the compression chamber were studied, the intake port design (initial and optimized) and the sealing system size (short and long). The best option was found to be the combination of the optimized intake port design with the short seal, in order to keep the compression chamber as close as possible to the engine shaft. A more detailed study of the sealing system included different labyrinth geometries. It was found that the stepped labyrinth achieves the highest sealing efficiency. Keywords: SARM; rotary engine; compression chamber; combustion chamber; sealing; CFD 1. Introduction Aiming at the mitigation of the Greenhouse Effect, stringent CO2 emission regulations and targets have been set, for passenger cars and light commercial vehicles (e.g., in the European Commission [1] and in the US [2]), as well as heavy-duty vehicles [3]. Such targets pose strong challenges to the automotive sector. Various pathways can be followed in order to address these challenges. Although electrification is probably the most widely applied solution, it is only the battery electric vehicle (BEV, charged by the grid, or FCEV) that is completely independent from an “onboard” thermal engine and becomes completely independent from thermal energy only in the case that grid electricity (or hydrogen for FCEV) is produced by renewable sources (sun, wind, water, etc.). In addition, there is a number of key factors (such as battery cost, recharging infrastructure network, and CO2 car standards) that greatly influence BEV’s market penetration [4]. On the other hand, hybrid vehicles (HEV, PHEV, range extender) are still equipped with a thermal engine. Another pathway is fuel decarbonisation. In this case, alternative fuels with lower carbon content can be used (e.g., natural gas, consisting mainly of methane), while also (green) e-fuels are developed, which are synthetic fuels produced by the extensive use of renewable energy, thus reducing CO2 emissions of the complete fuel life cycle [5]. Independently, however, of the fuel production process Energies 2020, 13, 2362; doi:10.3390/en13092362 www.mdpi.com/journal/energies Energies 2020, 13, 2362 2 of 21 and properties, this is used in a thermal engine, in a variety of applications ranging from road transport to shipping [6]. It is clear from the above that the internal combustion engine (ICE) still plays, and will continue to play, an important role in transportation systems. Thus, it is of great importance to make the internal combustion engine as efficient as possible, always keeping the right balance between fuel economy and pollutant emissions. To that aim, various roadmaps have been developed around the globe towards the development of highly efficient thermal engines, with the efficiency target reaching 50% in passenger car applications [7] and 55% in heavy-duty applications (US Super Truck program [8,9]), while currently the peak performance in passenger cars is in the order of 40% [7]. As a result, considerable resources are invested in developing fuel economy and boosting technologies, optimising engine combustion strategies and thermal management, using alternative operating cycles like the Atkinson, inventing new concepts and technologies, developing controllers and others [10]. However, most engines operate at less than half of the Carnot cycle theoretical efficiency limit [11]. The main development activities focus on the reciprocating piston ICE, which, however, presents a number of disadvantages in terms of engine dynamics, due to the necessary conversion of the reciprocating to rotational motion. The latter results in bigger and heavier constructions, suffering from oscillations and producing only part of the theoretically available power and torque. On the other hand, there is no intense research on rotary engines, resulting in only one commercially available engine for passenger cars, the (four stroke) Wankel engine, also used in other applications (e.g., aviation, motorsport) [12], while its two-stroke version is also examined in combination with supercharging aiming at higher power density [13]. The main drawbacks of this engine are the combustion chamber shape (high surface to volume ratio at ignition) and the leakage of the working medium between the adjacent chambers (blow-by effect) [14]. In order to overcome the disadvantages of the existing ICEs, various alternative concepts have been developed, such as the Revetec engine [15], the Scuderi Split Cycle (SSC) [16], the Duke engine [17] and others. An overview of such alternative concepts can be found in [18]. In the current work, a novel rotary ICE is presented, describing its novel design and operating principle, targeting higher thermal efficiency. The configuration of this engine, called the Savvakis Rotary Motor (SARM), aims at eliminating the drawbacks of the existing ICEs. Its operation is based on the Atkinson cycle, allowing for improved performance. The engine is concentric and the processes are realized in separate chambers with individual pistons. The objective of the present work is to investigate in more details two particular features of this novel engine, namely the compression chamber design and the sealing system. To that aim, mathematical models are setup in commercial CFD software (Computational Fluid Dynamics), commonly used in such investigations [19], combined with the relevant assumptions and boundary conditions. After the description of the structure of the engine and its operating principle, the computational tools are presented, including the meshes and the parameters examined. The results section highlights the advantages of the different configurations, concluding with the optimum solution. 2. Materials and Methods 2.1. Engine Description This section provides a brief description of the technical features and its operation. The detailed technical description of the engine and its operating principle, together with the justification of the selection of geometrical features, is shown in [20]. Figure1 presents the layout of the engine, where its main technical characteristics are shown. The advantages of the SARM engine are presented in Section 2.1.4. Energies 2020, 13, 2362 3 of 21 2.1.1. Engine Components With reference to Figure 1: • The engine consists of two concentric toroidal rings of significantly different diameter. At the common center of the two rings the engine shaft (1) (power output) is located. • The inner ring (2) forms the intake (2α) and compression (2β) chamber (CPC = ComPressionChamber), while the outer one is the combustion (CBC = ComBustionChamber) (4) and exhaust (5) chamber. • The CPC and the CBC communicate through an intermediate chamber, which is called the Pressure Chamber (PC) (6). • Gas exchange between the chambers (from the CPC to the PC and then to CBC) is achieved with the use of sliding ports and valves. • Within each chamber, a pair of symmetrically located pistons rotates; two pistons in the CPC (7) and two pistons in the CBC (8). • A rotating moving arm (or disc) (9) interconnects the CBC pistons, the CPC pistons and the shaft of the engine. All the moving parts of the engine perform rotating motion. • Two additional major components of the engine are the fuel injector and the spark plug. The former can be placed either in the PC or the CBC, depending on the fuel injection strategy, while the latter is placed exclusively in the CBC. • Additional peripheral components include the fuel supply lines, the electric/electronic components for operation and control, engine mounts, etc. Although such components are Energies 2020necessary, 13, 2362 for the operation and control, they are not related with the basic operating concept3 of 21 the engine. Therefore, they are not described further here. FigureFigure 1. 1.Savvakis Savvakis Rotary Rotary MotorMotor (SARM)(SARM) engine layout. layout. 2.1.1.2.1.2. Engine Operating Components Concept WithFrom reference a thermodynamic to Figure1: point of view, the operating cycle of the SARM engine is based on the Atkinson cycle, which can theoretically reach up to 20% higher efficiency than the Otto cycle [21]. The engine consists of two concentric toroidal rings of significantly different diameter. At the • The major characteristic of an engine running
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